Fluid supply regulator



Aug. 17, 1943.

Filed Aug. 4, 1940 H. F. BAKEWELL FLUID SUPPLY REGULATOR 3 Sheets-Sheet 1.

Aug- 17, 1943- H. F. BAKEWELL 2,327,006

FLUID SUPPLY REGULATOR Filed Aug. 4, 1940 3 Sheets-Sheet 2 m l mm 38 INVENTOR.

Aug. 17, 1943. H. F. BAKEWELL FLUID SUPPLY REGULATOR Filed Aug. 4, 1940 3 Sheets-Sheet 3 I NV EN TOR.

Ernie) BY is shown at I.

Patented Aug. 17, 1943 IUNITED STATES PATENT i OFFICE- 1 '2,327,006 f f Y f vFLUID SUPPLY REGULATOR4 Harding F. Bakewell, San Marino, Calif. Appli'ation August 4, 1940, serial No. 351,377

6 Claims.l (Cl. 1223-119) It is the object of thisr invention-to regulate supply of one fluid to a conduit by the volume of a second iiuid passing through the conduit.

' It is a further object of theinvention to regulate supply of the first fluid by movement of an actuator, :with the actuator controlled by pressure and/or velocity of the second uid'so that movement of thev actuator is responsive to the volume ofthe second fluid passing through the conduit.v I 1 1 The invention isi particularly applicable to fuel injection for the .combustible mixture for an internal combustion engine, the fuel supply' being regulated by they volume of airvpa'ssin'gthrough the intake manifold, for maintaining the proper air-fuel ratio.

vIt isa still further object of tl'ievinvention to' regulate the fuel supply by an actuator movable responsive tov admission or relief of actuating pressure which is preferably oil pressure in the usual oil-circulating system of the internal combustion engine, with change in the volume of air which is supplied via the intake manifold admitting or relievingthe oil pressure for moving the actuator, s o as to regulate the fuel supply in accordance with the air supply and thus maintain the proper air-fuel ratio.- f

Further objects of the invention will be readily understood from the following description of the accompanying drawings, in-v which: f Fig. 1 is aside velevation of the invention, showing its use in connection with fuel injection for the combustible mixture for an internal combustion engine. v

Figs. 2 and 3 are' transverse sections on the lines 2 2 and 3--3 respectively of Fig. 1.

Fig. '4 is a section o'n-the line 4-4 of Fig. 3.

Figs.l 5, 6 and 7 are diagrammatic views illustrating operation of the device. Fig. 8 is a View similar to" Fig. 1, showing a modification of the fuel supply regulator. Y

Fig. 9 is an axial section through that modiflcation of the fuel supply regulatorwhich is shown at Fig. 8.

'The invention is illustrated and described in its preferred use for regulating fuel injection for the combustible mixture for an internal combustion engine, The intake manifold of the engine Air is supplied to the intakeV end 2 of the manifold,-and the combustible mixture is discharged to the cylinders of the engine via theoutlet'end 3 of the manifold. Fuel is injected into the manifold via nozzlev '4; so that lthe injected fuel and the air which is supplied tothe.

manifold form the'conibustible mixture. The airv supply to the manifold may be at atmosphericpressure or may be supercharged, the air supply being regulated in usual manner, e. g. by a `usual throttle valve 5 between the intake end of the manifold and the nozzle 4.

The fuel supply to the nozzle 4 is regulated in throughthe manifold I, so as to maintain properl air-fuel ratio. 1 l f As shown at Figs. 1 to 4, the fuel supply may be regulated by va variable-volume pump, which is illustrated as of the type described and claimed in U. 55. patent to F. E.'Holn1es, No. 2,049,775,` granted August 4,l 1936. i

In this type of pump anintake 1 and an outlet 8 communicate with a spherical pump chamber 9. Elements Ill-I I-IZ nest one within another to form a spherical impeller vjournaled 4in the chamber E); the element I0 being' rotated by a shaft I3 which is driven by any suitable source of 'power (not shown); the element II being rotatable with the element IIl through a transverse connection I4'which forms a bearing permitting limited rocking of the element II Yrelative to the element' It; and the element I2 being rotatable with the element II through a transverse connection I5 which is at right angles to the connection I4 and which forms a bearing permitting* limited rocking of the element I2 relative to the element-II.v A pin I6 projects from the element I2 and isV journaled in a sleeve II, and the sleeve I'l is plvoted toa rod 8 as shown at 6I, the rod 6 being longitudinally shiftable for angularly adjusting the axesof rotation of the elements I0--I2. A stop Gil .limits this angular Yadjustment to a range of 4movement between axial alinement of the axes of rotation'of the elements I0- I2 and tilting ofy the element I2 to one side of this axial alinement. When the impeller I0-I II2 is rotated by its drive shaft I3, with the axes o f rotation of the elements III-I2 angularly disposed, fluidis drawn in via the intake I and is forced around` the chamber 9for discharge via the -outlet 8; andl angular adjustment of the axes of rotation of the elements I0--I2 regulates the Vvolurne of fluid which is thus pumped via the outlet 8. Y

The intake .1 is connected via pipe I8 to a fuel reservoir (not shown), andthe outlet 8 is connected'via pipev I9 to the nozzle 4. 'I'he volume.

6 is shifted responsive to change in the volume of air passing through the manifold I, so as to maintain the proper air-fuel ratio.

At Figs. 8 and 9 I have shown a modification of the fuel supply regulator, wherein the fuel supply is regulated by a pressure regulator which is adjusted by a cooperating control.

As an instance, the pressure regulator has an intake 1a and an outlet Ba communicating with a valve chamber` 9a.VY A balanced valve 40a is mounted in the chamber 9a and controls communication between its inlet and its outlet. The balanced valve is actuated by a stem Ha which is longitudinally shifted by a. diaphragm IZa and a spring I3a. The diaphragm is exposed to pressure at the outlet Ba and tends toppen the valve Illa responsive to said outlet pressure; andthe spring l3a opposes this outlet pressure and tends to close the valve I a. The spring I3a abuts a rod 6a which is the control for the pressure regulator end which is longitudinally shiftable for varying the tension of the spring.

`The intake 1a is connected via pipo lila to a fuel supply (not shown) which is maintained at predetermined relatively high pressure, and the outlet Ba'is connected via pipe l|9a to the nozzle 4. The pressure regulator thus reduces pressure of the Afuel supply responsive to adjustment of the valve Illa, and adjustment of this valve is regulated by varying the tension o! the spring 13a. The pressure of the fuel'supvly, and consequently its volume, is thus regulated by longitudinally shifting the control rod 6a for varying the ten.- sion of the spring I 3a, andthe control rod is shifted responsive to ,Change in the volume of air passing through the manifold I, so as to maintain the proper airffuei ratio.

The control rod 6 (Figs, 1 to t) or the control rod ia (Figs. 8 and 9) is longitudinally adjusted by an actuator which is movable in opposite directions responsive to exertion and relief of actuating pressure, the actuating pressure being preferably loil pressure in the usual oil-circulating system of the internal combustion engine.

As an instance, the control rod is housed in a casing 20 (Pigs, 1 t@ 4) or 26a (Figs. 8 and 9); and a rotatable sleeve longitudinally shifts the control rod relative to its easing. For this purpose, the control rod is fixed against rotation in its casing and is threaded into its cooperating sleeve, thesleeve being journaled on the easing and fixed against longitudinal displacement, e. g. by .x1-bracket 24- The threaded sleeve and the cooperating thread of the control rod are shfwn at 24a- .22 (Fig. 4) and at 23a-:gq (Fig. e), The control rod 6 is xed against .rotation in its Casing 29 by the pin 5| which pivots the rod 6 to the sleeve I1; and the control rnd ,6c is xed against rotation in its casing 28a .by a head tlc of the rod. nnfcirular in cross-section, which is Slidable in a corresponding non-circular bore of the casing 20a,

An actuator rotates the threaded Sleeve for lgnsinldinally shifting ,the control red. The sleeves 23 (Fig, 4) and 23a (Fig, 9) are rotated in the Same direction responsive to Same direction of movement of the actuator; but the threaded connection 23-22 is threaded opposite to that of the threaded connection 2341-.-221L Consefluently, in that embodiment 0f the invention .Whirh .employs a variable-volume Buronfor resul-ting the fuel, Supply. gravement of the actuator in direction for shifting the control rod 6 to the right (Fig-h4). increases, the vfuel supply by increasing the .angular adjustment of the pump 91ements I0-I 2; whereas in that embodiment of the invention which employs a pressure regulator for controlling the fuel supply, same direction of movement of the actuator shifts the control rod 6a to the left (Fig. 9), for increasing the fuel supply by increasing the tension of the Spring |3a.

Upon movement of the actuator in the opposite direction, the sleeve 23 or 23a is rotated in the reverse direction. preferably by a spring 26; and this reverse rotation of the sleeve 23 shifts the control rod 6 to the left (Fig. 4) Yfor decreasing the fuel supply by decreasing the angular adjustment of the pump elements I0--I2y or shifts the control rod 5a to the right (Fig. 9) for decreasing thefuel supply by reducing the tension of the spring |3a.

Movement of the actuator for rotating either the sleeve 23 or 23a (in the same direction) for increasing the fuel supply, is preferably expansive movement .of a telescopic cylinder; and the spring 26 rotates either the sleeve 23 or 23a (in the opposite direction) for decreasing the fuel supply, responsive to contraction of the telescopic cylinder. The telescopic cylinder is expanded and contracted by exertion or relief of pressure in the cylinder.

As an instance, the Vtelescopic cylinder comprises a stationary cylinder 21 and a, slidable cylinder 28 from which a piston 29 depends into the stationary cylinder; and a flexible connection 30 is xed at one'end toV the slidable cylinder 28 and at its opposite end is wrapped around and fixed to either the sleeve 23 or 23a. Pressure in the stationary cylinder 21 against theA piston 29 thus expands the cylinder 28 and rotates the sleeve 23 or 23a for increasing the supply of fuel to the nozzle 4; andV relieving Pressure in the cylinder 21 permits contraction of the cylinder 28, thereby reversely rotating ther sleeve 23 or 23a by the spring 26, for decreasing the supply of fuel to the nozzle 4. A

Pressure maybe exerted or relieved in the cylinder 21 viaport 32 which communicates with 7 a valve chamber 3-3 having an inlet34 and an outlet 35. Intake and discharge pipes -31 communicate respectively with these ports, and in the preferred embodiment of the invention wherein the oil-circulating system of the internal combustion engine provides actuating pressure for the telescopic cylinder 21-28, lthe pipes 33e-31 are connected respectively to the high and low pressure sides of the oil-circulating system (not shown) A valve 38 is slidable in the valve chamber 33, and when in neutral position as shown at Fig. l, it closes the port 32 to both the inlet 34 and the outlet 35.` When shifted in one direction as shown at Fig. 6, the valve 3l opens the inlet 34 to the port 32 via an annular groove 38a in the valve. Oil is thus admitted to the cylinder 21 and exerts pressure against the piston 29 for expanding the cylinder 28, When the valve 38 is then shifted in the opposite direction until it is again in neutral position, it recloses the port 32 to both the inlet 34 and the outlet 35 as shown at Fig. 7, so that the oil trapped inthe cylinder 21 maintains the cylinder 28 in expanded position.

When the valve 38 is shifted in said opposite direction beyond neutral position, it closes the inlet 34 but opens the port 32 to an annular groove 38h in the valve, and this groove communicates with the outlet 35.via. a bore 38o in vthe valve. Oil is thus discharged from the cylintelescopic cylinders 21-28, is thus'controlledvby shifting the valve 38; and movement Yof this valve is controlled bythe volume of air passing through the intake manifold I, i. e. the valve 38 is shifted responsive to changewin pressure and/or velocity of the air passing through the intake manifold.`

As an instance, a diaphragm isspring tensioned as shown at 4|-42. A conduit 43 connects one side of the diaphragm .casing 19 with the intake manifold'l at a point in the manifold between the nozzle 4 and the cylinders of the internal combustion engine, andV the opposite side of the dlaphragmfcasing is open to the at mosphere. A rod 1| lextends through the diaphragm and is Xed. thereto; The spring l! sur rounds one end 1|a of the rod, between the dia-v phragm and an abutment 12 through which the rod-'end is slidable, the abutment being threaded to the.. diaphragm casing for adjusting the tension of the spring 4|. This spring 42 surrounds the other end 1lb of the rod, between an abutment 13 which is fixed on the rod-end and. a yoke 14 which is slidable on the rod-end. An abutment 15 is threaded on the'rod-end 1lb, for limiting relative shifting of the yoke 14 in thel direction in which the spring 42 tends to shift the yoke.

By manually 12-15, the springs 4|42 are tensioned so that when the internal combustion engine is at 'rest the diaphragm 48-and the rod 1| are shifted to the right as viewed in the drawings, until ar'- rested in neutral position (Fig. l.) by a manually adjustable stop 1S. With the engine at rest and the diaphragm in this neutral position, the spring adjustingthe threaded abutments a 42 shifts the .yoke 14 into engagement with the 4 abutment 15. The valve 38 is then in closed position as rhereinafter described.. j

`When the engine is started the diaphragm 4!! and the rod 1| are shifted to the left as viewed in the drawings, to position determined by pressure'and/or velocity of air passing through V.the

manifold l. For example. pressure ofair passing y through thev intake manifold .is exerted viacon duit 43 against one side ofthe diaphragm and tends to shift the diaphragm andthe rod 1| as shown-at Fig. 5 (with the abutment 15 tending to shift the yoke 14 with the rod 1|) and mechanism which is shifted proportionally to velocity of air passing through the intake manifold tends to shift the'yoke 14 away from the abutment 15 for increasing the tension of the'spring 42 andV through 'the intake manifold.

against one faceof the piston 18.*by a pump83 which generates pressure proportionally to` the speedof its drive shaft 84, and` thisfpressure is opposed by Yan adjustable spring '82 which tends toioppositely'shift the piston' 18. Bya driving connection (notshown), the shaftv84 is driveny ata speed proportional to the speed of rotation of the internalcombustion engine with (which the intake manifold communicates; and since'the speed of rotation of the engine is proportional to the velocity'of air` passing through its intake manifold, thepressure generatedby the pump 83 and exerted via conduit 85 against the piston 18, is proportional to the .velocity of vair passing vThe spring 82 ismanually adjusted so that'with the englneat rest, and with the pump 83 thus'idle so that no pressure is exerted via conduit 85, the piston 18 isv fully retracted, permittingrshifting ofthe bell crank lever 8|v so thatthe spring 42 shifts the yoke 14 into engagement with the abutment 15. When theengine is running and the pump 83 is thus operated so as to generate-.pressure 'against the piston 18, this pressure shifts the piston againstY the tension of: itsspring 82, thereby swinging the bell crank lever 8| Yso as to shift the yoke 14 Yaway from' the abutment r15.

' The rod 1| is Aconnected to the valve 38 for shifting the valve responsive to movement of the rod, i. e. for shifting the valve Vproportionally to volume of air passing through the intake manifold I. 'As an instance, the rod-end 1lb is connected to a. lever 44 at a pivot 45, with the opposite end of the lever pivoted at 46; and a link 41 connects the lever 44 and the stem 38d 0f the valve 38. The pivot 46 is on one leg of a bell crank leverv48 lwhi-ch is pivoted at 4.9 to the casing 20 (Figs. l to 4).-or 28a (Figs. 8 and 9)';and the other leg of the bell crank lever is extended as shownat 5| and is connected to the telescopic cylinder 28as shown at 52. I

VAs shown at Fig'. 1, when the internal combustion enginey is at rest; 4with the diaphragm 40 in neutral position and the yoke 14 engaging the abutment k15, the rod 1| is in position vertically alining the pivotsf49-46-45. 'The valve' 38 is then inneutral position closing the port 32, and the 'cylinders 21'-28 are relatively, telescoped whereby the control rod 8 or 6a is longitudinally adjusted as' shown Lat Figs. 4 and 9 respectively, so that no fuelY is supplied to the nozzle 4; As shown at Fig. 6, when the engine is started, the diaphragm 40 and the rod 1| are shifted to the left as Vviewed in the drawings; and as previouslydescribed the distance which the diaphragm and rod areV shiftedis proportional to the resultant of pressure and velocity of air passing through the intake manifold |,i.=.e'. shifting of therod 1| is proportional to the volume of air passing, through the intake manifold. This shifting of the trod 1| swings the lever 44 at its pivot 46, therebyretracting thelink 41 and shift'- ing the valve 38 from its neutral position to position supplying oil pressure to the cylinder 21 via Y The time interval betweenopenlng the valve 38 kby pivotal movement'of the lever 44 at'its pivot 46 (Fig. 6), andreclosing the valve by pivotal movement of the lever 44 at its pivot 45 (Fig. 7), is thus determined by the distance which the diaphragm 40 and the rod 1I have been shifted proportionally to volume of air passing through the intake manifold I; and the oil pressure which is effective for expanding the cylinder 28 while the valve 38 is open, and consequently the distance which the cylinder 28 is expanded, isthus a function of the volume of air passing through the intake manifold.

'I'he distance which the cylinder28 is expanded, with the cylinder then retained in this expanded position by the oil trapped in the cylinder 21, determines the distance which the control rod 6 or 6a is longitudinally shifted for increasing the fuel supply to the nozzle 4. The fuel supply via nozzle 4 is thus regulated proportionately to volurne of air passing through the intake manifold I, so asto provide proper air-fuel ratio.

Unti1 there is a change in the volume of air passing through the intake manifold, the parts remain in the position shown at Fig. '1, providing theV proper air-fuel ratio; and when there is a change in the volume of air, the fuel supply is regulated in accordance with the changed volume of air so as to maintain the proper air-fuel ratio.

For example, with the parts in the position shown at Fig. '7, the diaphragm 40 and the rod 1I are shifted a greater distance to the left as viewed in the drawings, proportionally to increased pressure of air passing through the intake manifold I, i. e. increased pressure exerted via conduit 43 against the diaphragm, and/or proportionally to increased velocity of air passing through the intake manifold, i. e.V increased pressure exerted via conduit 85 for shifting the yoke'14 a greater distance away from the abutment 15 so as to increase the tension of the spring 42. In other words, the rod 'II is shifted a greater distance to the left as viewed in the drawings, proportionally to increase in the volume (pressure and/ or velocity) of air passing through the intake manifold I. Thus shifting'of the rod first swings the lever 44 at its pivot 46 (Fig. 6) and then swings the lever at its pivot 45 (Fig. 7), for retracting and then projecting the link 41 so as to open and then reclose the valve 38 for i admitting and then shutting-off further admission of oil pressure to the cylinder 21. The control rod 6 or 6a is thus longitudinally adjusted for increasing the fuel supply to the nozzle 4, proportionally to the increase in volume of air passing through the intake manifold 'I, so as Vto provide the proper air-fuel ratio for the increased volume of air.

In similar manner, with the parts in the position shown at Fig. '7, the diaphragm 49 and the rod 1I are shifted to the right as viewed in the drawings, proportionally to decreased pressure of air passing through the intake manifold I, i. e. decreased pressure exerted against the diaphragm via conduit 43, and/ or proportionally to decreased velocity of air passing through the intake manlfold, i. e. decreased pressure exerted via conduit 85, which permits shifting of the yoke 14 toward the abutment 15 for decreasing the tension of the spring 42. In other words, the rod 1I is shifted to the right as viewed in the drawings,

v proportionally to decrease in the volume (pressure and/or velocity) of air passing through the intake manifold I.

This shifting of the rod 1I swings the lever 44 at its pivot 46, in the opposite direction to that in which the lever is swung when the rod 1I is shifted to the left las viewed in the drawings. The link 41 is thus projected, thereby shifting the valve 38 from neutral position to position bleeding oil from the cylinder 21 via the groove 38h and the bore 38e of the valve. The spring 26 then rotates the sleeve-23 or 23a so that the connection 3D retracts the cylinder 28, and this rotation of the sleeve 23 or 23a longitudinally shifts the control rod 6 or 6a for decreasing the fuel supply to the nozzle 4.

The retraction of the cylinder 28 also rocks the bell crank lever 48 in the opposite direction to that in which the bell crank lever is rocked when the cylinder 28 is expanded, thereby swinging the lever 44 at its pivot 45 and thus retracting the link 41 so as to return the valve 38 to neutral position shutting-off admission or relief of oil pressure Via the port 32.

The time interval between initiating relief of pressure via port 32, by pivotal movement of the lever 44 at its pivot 46 (in opposite direction to that shown at Fig. 6) and arresting relief of said pressurefby pivotal movement of the lever 44 at its pivct 45 (in opposite direction to that shown at Fig. '7), is thus determined by the distance which the diaphragm 4I) and the rod 1I have been shifted proportionallyV to decrease in the volume of air passing through theintake manifold I; and relief of oil pressure, while the valve 38 is open, and consequently the distance which the cylinder 28 is contracted lby the spring 28, is thus a function of the decrease in the volume of air passing through the intake manifold.

The distance which the cylinder 28 is contracted, with the oil which remains trapped in the cylinder 21 then opposing tension of the spring 26 for retaining the cylinder in this contracted position, determines the distance which the control rod 6 or 6a. is longitudinally shifted for decreasing the fuel supply to the nozzle 4. The decrease in fuel supply via the nozzle 4 is thus regulated proportionally to decrease in volume of air passing through the intake manifold I, so as to provide proper air-fuel ratio for this decreased volume of air.

The invention thus provides means whereby withpredetermined volume of fluid passing through a conduit, such as vair passing through the intake manifold I, the parts are positioned as shown at Fig. 7, for regulating the supply of a second fluid, such as fuel admitted via. nozzle 4, proportionally to the volume of the first fluid, e. g. for proper air-fuel ratio for a combustible mixture; and in the event of increased volume of the first fluid, the link 41 is first retracted and then projected for expanding the cylinder 28 and increasing the supply of the second fluid proportionally to the increased volume of the first fluid, or in the eventV of decreased volume of the ilrst fluid, the link 41 is first projected and then retracted for contraction of the cylinder 28 so as to decrease the supply of the second fluid proportionally to the decreased volume of the first fluid.

The invention thus provides for maintaining desired ratio of the two fluids, e. g. proper airfuel ratio for a combustible mixture for Aan internal combustion engine, with the supply of the second fluid regulated proportionally to volume of the first fluid, as determined by pressure and/or velocity of this first fluid, e. g. as determined by pressure and/or velocity of air which is supplied via the intake manifold I for mixture with fuel which is injected via the nozzle 4.

I claim:

l. In combination,pressure-responsive adjustingmeans for mechanism which regulates delivery of fuel to the intake of an internal combustion engine, a valve for admitting and relieving pressure forv shifting theadjusting means," f an operating lever for the valve, a second lever shiftable by the adjusting means, and a control shiftable in opposite directions proportionally to increase and decrease in engine speed and/or pressure in the intake, the operating lever jbeing connected to the control and to the second lever j so that the valve is respectively shifted to pressure-admitting and pressure-relieving positions responsive to shifting the control in opposite directions and is then returned to shut-off position by movement of the second lever.

2. In combination, pressure-responsive adjusting means for' mechanism which lregulates delivery of fuel to the intake of'an internal combustion engine, a valve controlling pressure` for shifting the adjusting means,`a control shiftableVv in opposite directions proportionally to increase and decrease in engine speedl and/,or'p-pressure in the intake, and anV operating connection between the control and the valve.

3. In combination, pressure-responsive adjustj ing means for mechanism which regulates de-".

livery of fuel to the intake of an internal combustion engine, a valvefor admitting and relieving pressure for shifting the adjusting means, a control shiftable in opposite directions proportionally to increase and decrease in engine speed and/or pressure in the intake, and an operating connection `between thecontrol and the valve for respectively shifting the valve to pressure-admitting and pressure-relieving positions responsive to shifting the control inv opposite directions and for then returning the valve to shut-off position responsive to movement of the adjusting means. I

, 4. In combination, pressure-responsive adjusting means for mechanism which regulates delivery of fuel to the intake of an internal combustion engine,-a valve for admitting and relieving pressure for shifting the adjusting means,

an operating lever for the valve, a second lever shiftable bythe adjusting means, and a control shiftable in opposite directions' proportionally to increase and decrease in engine speed` and/or pressure in the intake, the operating lever being medially pivoted to the valve and being pivoted at its' respective ends to the control andto the second lever so that the valve is respectively' shifted l to pressure-admitting and pressure- Y relieving positions responsive to shifting-the con-1v trol in opposite directions and is then returned to shut-off position by movement of the second lever.

5. In combination, adjusting means for mechavnism Which'regulates delivery of fuel to the intake of an internal combustion engine', a con Aa control shiftable in opposite directions proportionally to increase and decrease in lengine Vspeed and/or pressure in the` intake, and an l koperating connection forrotatably adjusting the sleeve proportionally to movement of the control. Y

HARDING F. BAKEWELL. 

